Self-driving vehicles offer great potential to improve efficiency on roads, reduce traffic accidents, increase productivity, and minimise our environmental impact in the process. However, they have also seen resistance from different groups claiming that they are unsafe, pose a risk of being hacked, will threaten jobs, and increase environmental pollution from increased driving as a result of their convenience. In order to reap the benefits of SDVs, while avoiding some of the many pitfalls, it is important to effectively determine what (...) challenges we will face in the future and what steps need to be taken now to avoid them. The approach taken in this paper is the construction of a likely future, through the process of a policy scenario methodology, if we continue certain trajectories over the coming years. The purpose of this is to articulate issues we currently face and the construction of a foresight analysis of how these may develop in the next 6 years. It will highlight many of the key facilitators and inhibitors behind this change and the societal impacts caused as a result. This paper will synthesise the wide range of ethical, legal, social and economic impacts that may result from SDV use and implementation by 2025, such as issues of autonomy, privacy, liability, security, data protection, and safety. It will conclude with providing steps that we need to take to avoid these pitfalls, while ensuring we reap the benefits that SDVs bring. (shrink)

Autonomous systems are machines that can alter their behavior without direct human oversight or control. How ought we to program them to behave? A plausible starting point is given by the Reduction to Acts Thesis, according to which we ought to program autonomous systems to do whatever a human agent ought to do in the same circumstances. Although the Reduction to Acts Thesis is initially appealing, we argue that it is false: it is sometimes permissible to program a machine to (...) do something that it would be wrong for a human to do. We advance two main arguments for this claim. First, the way an autonomous system will behave can be known in advance. This knowledge can indirectly affect the behavior of other agents, while the same may not be true at the time the system actually executes its programming. Second, a lack of knowledge of the identities of the victims and beneficiaries can provide a justification during the programming phase that would be unavailable to an agent at the time the autonomous system executes its programming. (shrink)

The literature on ethics and user attitudes towards AVs discusses user concerns in relation to automation; however, we show that there are additional relevant issues at stake. To assess adolescents’ attitudes regarding the ‘car of the future’ as presented by car manufacturers, we conducted two studies with over 400 participants altogether. We used a mixed methods approach in which we combined qualitative and quantitative methods. In the first study, our respondents appeared to be more concerned about other aspects of AVs (...) than automation. Instead, their most commonly raised concerns were the extensive use of AI, recommender systems, and related issues of autonomy, invasiveness and personal privacy. The second study confirmed that several AV impacts were negatively perceived. The responses were, however, ambivalent. This confirms previous research on AV attitudes. On one hand, the AV features were perceived as useful, while on the other hand, their impacts were negatively assessed. We followed theoretical insights form futures studies and responsible research and innovation, which helped to identify that there are additional user concerns than what has been previously discussed in the literature on public attitudes and ethics of AVs, as well what has been envisioned by car manufactures. (shrink)

Safe-by-Design (SBD) frameworks for the development of emerging technologies have become an ever more popular means by which scholars argue that transformative emerging technologies can safely incorporate human values. One such popular SBD methodology is called Value Sensitive Design (VSD). A central tenet of this design methodology is to investigate stakeholder values and design those values into technologies during early stage research and development (R&D). To accomplish this, the VSD framework mandates that designers consult the philosophical and ethical literature to (...) best determine how to weigh moral trade-offs. However, the VSD framework also concedes the universalism of moral values, particularly the values of freedom, autonomy, equality trust and privacy justice. This paper argues that the VSD methodology, particularly applied to nano-bio-info-cogno (NBIC) technologies, has an insufficient grounding for the determination of moral values. As such, an exploration of the value-investigations of VSD are deconstructed to illustrate both its strengths and weaknesses. This paper also provides possible modalities for the strengthening of the VSD methodology, particularly through the application of moral imagination and how moral imagination exceed the boundaries of moral intuitions in the development of novel technologies. (shrink)

Human beings are internally inconsistent in various ways. One way to develop this thought involves using the language of value alignment: the values we hold are not always aligned with our behavior, and are not always aligned with each other. Because of this self-misalignment, there is room for potential projects of human enhancement that involve achieving a greater degree of value alignment than we presently have. Relatedly, discussions of AI ethics sometimes focus on what is known as the value alignment (...) problem, the challenge of how to build AI that acts in accordance with our human values. We argue that there is an especially close connection between solving the value alignment problem in AI ethics and using AI to pursue certain forms of human enhancement. But in addition, we also argue that there are important limits to what kinds of human enhancement can be pursued in this way, because some forms of human enhancement—namely moral revolutions—involve a kind of value misalignment rather than alignment. (shrink)

This paper proposes that autonomous vehicles should be designed to reduce light pollution. In support of this specific proposal, a moral assessment of autonomous vehicles more comprehensive than the dilemmatic life-and-death questions of trolley problem-style situations is presented. The paper therefore consists of two interrelated arguments. The first is that autonomous vehicles are currently still a technology in development, and not one that has acquired its definitive shape, meaning the design of both the vehicles and the surrounding infrastructure is open-ended. (...) Design for values is utilized to articulate a path forward, by which engineering ethics should strive to incorporate values into a technology during its development phase. Second, it is argued that nighttime lighting—a critical supporting infrastructure—should be a prima facie consideration for autonomous vehicles during their development phase. It is shown that a reduction in light pollution, and more boldly a better balance of lighting and darkness, can be achieved via the design of future autonomous vehicles. Two case studies are examined through which autonomous vehicles may be designed for “driving in the dark.” Nighttime lighting issues are thus inserted into a broader ethics of autonomous vehicles, while simultaneously introducing questions of autonomous vehicles into debates about light pollution. (shrink)

Ethics settings allow for morally significant decisions made by humans to be programmed into autonomous machines, such as autonomous vehicles or autonomous weapons. Customizable ethics settings are a type of ethics setting in which the users of autonomous machines make such decisions. Here two arguments are provided in defence of customizable ethics settings. Firstly, by approaching ethics settings in the context of failure management, it is argued that customizable ethics settings are instrumentally and inherently valuable for building resilience into the (...) larger socio-technical systems in which autonomous machines operate. Secondly, after defining the preliminary condition of responsibility attribution and demonstrating how ethics settings enable humans to exert control over the outcomes of morally significant incidents, it is shown that ethics settings narrow the responsibility gap. (shrink)

We examine Van Wynsberghe and Robbins (JAMA 25:719-735, 2019) critique of the need for Artificial Moral Agents (AMAs) and its rebuttal by Formosa and Ryan (JAMA 10.1007/s00146-020-01089-6, 2020) set against a neo-Aristotelian ethical background. Neither Van Wynsberghe and Robbins (JAMA 25:719-735, 2019) essay nor Formosa and Ryan’s (JAMA 10.1007/s00146-020-01089-6, 2020) is explicitly framed within the teachings of a specific ethical school. The former appeals to the lack of “both empirical and intuitive support” (Van Wynsberghe and Robbins 2019, p. 721) for (...) AMAs, and the latter opts for “argumentative breadth over depth”, meaning to provide “the essential groundwork for making an all things considered judgment regarding the moral case for building AMAs” (Formosa and Ryan 2019, pp. 1–2). Although this strategy may benefit their acceptability, it may also detract from their ethical rootedness, coherence, and persuasiveness, characteristics often associated with consolidated ethical traditions. Neo-Aristotelian ethics, backed by a distinctive philosophical anthropology and worldview, is summoned to fill this gap as a standard to test these two opposing claims. It provides a substantive account of moral agency through the theory of voluntary action; it explains how voluntary action is tied to intelligent and autonomous human life; and it distinguishes machine operations from voluntary actions through the categories of poiesis and praxis respectively. This standpoint reveals that while Van Wynsberghe and Robbins may be right in rejecting the need for AMAs, there are deeper, more fundamental reasons. In addition, despite disagreeing with Formosa and Ryan’s defense of AMAs, their call for a more nuanced and context-dependent approach, similar to neo-Aristotelian practical wisdom, becomes expedient. (shrink)

We motivate the desire for self-driving and explain its potential and limitations, and explore the need for—and potential implementation of—morals, ethics, and other value systems as complementary “capabilities” to the Deep Technologies behind self-driving. We consider how the incorporation of such systems may drive or slow adoption of high automation within vehicles. First, we explore the role for morals, ethics, and other value systems in self-driving through a representative hypothetical dilemma faced by a self-driving car. Through the lens of engineering, (...) we explain in simple terms common moral and ethical frameworks including utilitarianism, deontology, and virtue ethics before characterizing their relationship to the fundamental algorithms enabling self-driving. The concepts of behavior cloning, state-based modeling, and reinforcement learning are introduced, with some algorithms being more suitable for the implementation of value systems than others. We touch upon the contemporary cross-disciplinary landscape of morals and ethics in self-driving systems from a joint philosophical and technical perspective, and close with considerations for practitioners and the public, particularly as individuals may not appreciate the nuance and complexity of using imperfect information to navigate diverse scenarios and tough-to-quantify value systems, while “typical” software development reduces complex problems to black and white decision-making. (shrink)

Wie sollen sich autonome Fahrzeuge verhalten, wenn ein Unfall nicht mehr abwendbar ist? Die Komplexität spezifischer moralischer Dilemmata, die in diesem Kontext auftreten können, lässt bewährte ethische Denktraditionen an ihre Grenzen stoßen. Dieser Aufsatz versteht sich als Versuch, neue Lösungsperspektiven mithilfe einer risikoethischen Sichtweise auf die Problematik zu eröffnen und auf diese Weise deren Relevanz für die Programmierung von ethischen Unfallalgorithmen aufzuzeigen. Im Zentrum steht dabei die Frage, welche Implikationen sich aus einer Auffassung von Dilemma-Situationen als risikoethische Verteilungsprobleme im Hinblick (...) auf die Zulässigkeit von entsprechenden Risikoübertragungen ergeben. Dabei wird zunächst eine risikoethische Interpretation des zugrundeliegenden Entscheidungsproblems skizziert, welches durch seine dilemmatische Struktur eine besondere Risikokonstellation begründet. Ausgehend von den Positionen von Sven Ove Hansson und Julian Nida-Rümelin wird für einen deontologisch-risikoethischen Ansatz argumentiert, der auf Individualrechten einerseits und einer interpersonell gerechten Verteilung der entstehenden Schadensrisiken anderseits basiert. Diese beiden Kriterien werden für den Anwendungskontext des autonomen Fahrens konkretisiert. Zum einen wird in Bezug auf das erste Kriterium argumentiert, dass individuelle Rechte genau dann als angemessen gewahrt gelten können, wenn die resultierenden Risikoübertragungen auf die Einzelnen in ihrer absoluten Höhe jeweils zumutbar sind. Zum anderen werden Schwierigkeiten skizziert, die sich hinsichtlich der konkreten Umsetzung des zweiten Kriteriums der Verteilungsgerechtigkeit ergeben. In diesem Zusammenhang werden beispielsweise ethische Herausforderungen in Bezug auf einen möglichen Vorteilsausgleich, das Prinzip der Schadensminimierung sowie individuell unterschiedliche Ausgangsbedingungen der persönlichen Schadensreduktion kritisch in den Blick genommen. (shrink)

How should automated vehicles react in emergency circumstances? Most research projects and scientific literature deal with this question from a moral perspective. In particular, it is customary to treat emergencies involving AVs as instances of moral dilemmas and to use the trolley problem as a framework to address such alleged dilemmas. Some critics have pointed out some shortcomings of this strategy and have urged to focus on mundane traffic situations instead of trolley cases involving AVs. Besides, these authors rightly point (...) out the political nature of the most interesting debates involving AVs. However, in our view, they do not offer an adequate account of the distinction between ethics and politics and still see their proposals as contributions to the ethics of AVs. We argue that many of the interesting questions about how AVs should behave, both in emergency and other situations, are of political, and not moral, nature. This view is based on a conception of politics and political normativity that we have developed elsewhere and that we call “political minimalism.” Additionally, we show that this proposed perspective has significant consequences for the design, management, and regulation of transport systems. (shrink)

Almost all participants in the debate about the ethics of accidents with self-driving cars have so far assumed moral universalism. However, universalism may be philosophically more controversial than is commonly thought, and may lead to undesirable results in terms of non-moral consequences and feasibility. There thus seems to be a need to also start considering what I refer to as the “relativistic car” — a car that is programmed under the assumption that what is morally right, wrong, good, bad, etc. (...) is determined by the moral beliefs of one’s society or culture. My investigation of this idea involves six steps. First, I explain why and how the moral universalism/relativism debate is relevant to the issue of self-driving cars. Second, I argue that there are good reasons to consider accident algorithms that assume relativism. Third, I outline how a relativistic car would be programmed to behave. Fourth, I address what advantages such a car would have, both in terms of its non-moral consequences and feasibility. Fifth, I address the relativistic car’s disadvantages. Finally, I qualify and conclude my considerations. (shrink)

In 2021, Germany passed the first law worldwide that regulates dilemma situations with autonomous cars. Against this background, this article investigates the permissibility of trade-offs between human lives in the context of self-driving cars. It does so by drawing on the debate about the traditional trolley problem. In contrast to most authors in the relevant literature, it argues that the debate about the trolley problem is both directly and indirectly relevant for the ethics of crashes with self-driving cars. Drawing on (...) its direct normative relevance, the article shows that trade-offs are permissible in situations with self-driving cars that are similar to paradigmatic trolley cases. In scenarios that are unlike paradigmatic trolley cases, the debate about the trolley problem can have indirect normative relevance because it provides reasons against the use of moral theories and principles that cannot account for the trolley problem. (shrink)

Self-driving cars hold out the promise of being safer than manually driven cars. Yet they cannot be a 100 % safe. Collisions are sometimes unavoidable. So self-driving cars need to be programmed for how they should respond to scenarios where collisions are highly likely or unavoidable. The accident-scenarios self-driving cars might face have recently been likened to the key examples and dilemmas associated with the trolley problem. In this article, we critically examine this tempting analogy. We identify three important ways (...) in which the ethics of accident-algorithms for self-driving cars and the philosophy of the trolley problem differ from each other. These concern: the basic decision-making situation faced by those who decide how self-driving cars should be programmed to deal with accidents; moral and legal responsibility; and decision-making in the face of risks and uncertainty. In discussing these three areas of disanalogy, we isolate and identify a number of basic issues and complexities that arise within the ethics of the programming of self-driving cars. (shrink)

Self‐driving cars hold out the promise of being much safer than regular cars. Yet they cannot be 100% safe. Accordingly, they need to be programmed for how to deal with crash scenarios. Should cars be programmed to always prioritize their owners, to minimize harm, or to respond to crashes on the basis of some other type of principle? The article first discusses whether everyone should have the same “ethics settings.” Next, the oft‐made analogy with the trolley problem is examined. Then (...) follows an assessment of recent empirical work on lay‐people's attitudes about crash algorithms relevant to the ethical issue of crash optimization. Finally, the article discusses what traditional ethical theories such as utilitarianism, Kantianism, virtue ethics, and contractualism imply about how cars should handle crash scenarios. The aim of the article is to provide an overview of the existing literature on these topics and to assess how far the discussion has gotten so far. (shrink)

Self‐driving cars hold out the promise of being much safer than regular cars. Yet they cannot be 100% safe. Accordingly, we need to think about who should be held responsible when self‐driving cars crash and people are injured or killed. We also need to examine what new ethical obligations might be created for car users by the safety potential of self‐driving cars. The article first considers what lessons might be learned from the growing legal literature on responsibility for crashes with (...) self‐driving cars. Next, worries about responsibility gaps and retribution gaps from the philosophical literature are introduced. This leads to a discussion of whether self‐driving cars are a form of agents that act independently of human agents. It is suggested that it is better to analyze their apparent agency in terms of human–robot collaborations, within which humans play the most important roles. The next topic is the idea that the safety potential of self‐driving cars might create a duty to either switch to self‐driving cars or seek means of making conventional cars safer. Lastly, there is a short discussion of ethical issues related to safe human–robot coordination within mixed traffic featuring both self‐driving cars and conventional cars. (shrink)

Many ethicists writing about automated systems attribute agency to these systems. Not only that; they seemingly attribute an autonomous or independent form of agency to these machines. This leads some ethicists to worry about responsibility-gaps and retribution-gaps in cases where automated systems harm or kill human beings. In this paper, I consider what sorts of agency it makes sense to attribute to most current forms of automated systems, in particular automated cars and military robots. I argue that whereas it indeed (...) makes sense to attribute different forms of fairly sophisticated agency to these machines, we ought not to regard them as acting on their own, independently of any human beings. Rather, the right way to understand the agency exercised by these machines is in terms of human–robot collaborations, where the humans involved initiate, supervise, and manage the agency of their robotic collaborators. This means, I argue, that there is much less room for justified worries about responsibility-gaps and retribution-gaps than many ethicists think. (shrink)

In this paper, we discuss the ethics of automated driving. More specifically, we discuss responsible human-robot coordination within mixed traffic: i.e. traffic involving both automated cars and conventional human-driven cars. We do three main things. First, we explain key differences in robotic and human agency and expectation-forming mechanisms that are likely to give rise to compatibility-problems in mixed traffic, which may lead to crashes and accidents. Second, we identify three possible solution-strategies for achieving better human-robot coordination within mixed traffic. Third, (...) we identify important ethical challenges raised by each of these three possible strategies for achieving optimized human-robot cordination in this domain. Among other things, we argue that we should not just explore ways of making robotic driving more like human driving. Rather, we ought also to take seriously potential ways of making human driving more like robotic driving. Nor should we assume that complete automation is always the ideal to aim for; in some traffic-situations, the best results may be achieved through human-robot collaboration. Ultimately, our main aim in this paper is to argue that the new field of the ethics of automated driving needs take seriously the ethics of mixed traffic and responsible human-robot coordination. (shrink)

In recent years, tech evangelists have made headlines predicting that in the future manual driving will be outlawed. This essay will investigate the question whether a ban of human driven cars can be defended on moral grounds in a future scenario in which autonomous cars are going to be significantly safer than manually driven cars. This article will argue that in such a future scenario manually driven cars, for moral reasons, indeed should be banned from participating in regular traffic. Since (...) the moral argument for outlawing manually driven cars will likely be met by resistance by car-aficionados, in the final part of the paper, we are devising a proposal for reconciling the strong moral case for a ban of manually driven cars with the widespread fondness of manual driving. (shrink)

The goal of this article is to deepen the concept of emerging urban mobility technology. Drawing on philosophical everyday and urban aesthetics, as well as the postphenomenological strand in the philosophy of technology, we explicate the relation between everyday aesthetic experience and urban mobility commoning. Thus, we shed light on the central role of aesthetics for providing depth to the important experiential and value-driven meaning of contemporary urban mobility. We use the example of self-driving vehicle (SDV), as potentially mundane, public, (...) dynamic, and social urban robots, for expanding the range of perspectives relevant for our relations to urban mobility technology. We present the range of existing SDV conceptualizations and contrast them with experiential and aesthetic understanding of urban mobility. In conclusion, we reflect on the potential undesired consequences from the depolitization of technological development, and potential new pathways for speculative thinking concerning urban mobility futures in responsible innovation processes. (shrink)

At present, although artificial intelligence (AI) has made great progress in the aspects of control policy and operation, there is still no unified ethical decision mode, laws and regulations in ethical dilemma, which seriously affect application and development of artificial intelligence. Therefore, this paper studies and analyzes various ethical decision mode of AI system, then the current research status and advantages, deficiencies of these decision modes are analyzed and summarized. According to the characteristics of the current ethical decision modes and (...) existing problems, the future implementation mode for the future ethical decision of artificial intelligence is explored and discussed. A hierarchical hybrid ethical decision mode will be proposed and designed, which has the advantages of the existing ethical decision modes. In addition, it will provide a few references for research, design and formulation of laws, regulations of AI. (shrink)

In this paper, I will argue that automated vehicles should not swerve to avoid a person or vehicle in its path, unless they can do so without imposing risks onto others. I will argue that this is the conclusion that we should reach even if we start by assuming that we should divert the trolley in the standard trolley case. In defence of this claim, I appeal to the distribution of moral and legal responsibilities, highlighting the importance of safe spaces, (...) and arguing in favour of constraints on what can be done to minimise casualties. My arguments draw on the methodology associated with the trolley problem. As such, this paper also defends this methodology, highlighting a number of ways in which authors misunderstand and misrepresent the trolley problem. For example, the ‘trolley problem’ is not the ‘name given by philosophers to classic examples of unavoidable crash scenarios, historically involving runaway trolleys’, as Millar suggests, and trolley cases should not be compared with ‘model building in the sciences’, as Gogoll and Müller suggest. Trolley cases have more in common with lab experiments than model building, and the problem referred to in the trolley problem is not the problem of deciding what to do in any one case. Rather, it refers to the problem of explaining what appear to be conflicting intuitions when we consider two cases together. The problem, for example, could be: how do we justify the claim that automated vehicles should not swerve even if we accept the claim that we should divert the trolley in an apparently similar trolley case? (shrink)

The German Act on Autonomous Driving constitutes the first national framework on level four autonomous vehicles and has received attention from policy makers, AI ethics scholars and legal experts in autonomous driving. Owing to Germany’s role as a global hub for car manufacturing, the following paper sheds light on the act’s position within the ethical discourse and how it reconfigures the balance between legislation and ethical frameworks. Specifically, in this paper, we highlight areas that need to be more worked out (...) in the future either through ethical conventions, corporate measures or legal measures and examine how the law can be incorporated into the existing discourse on the regulation of technologies. Based on this examination, we derive implications for future discourse and elaborate on companies’ responsibilities in developing autonomous driving technologies in an ethical sense. (shrink)

One of the moral questions concerning autonomous vehicles (henceforth AVs) is the choice between types that differ in their built-in algorithms for dealing with rare situations of unavoidable lethal collision. It does not appear to be possible to avoid questions about how these algorithms should be designed. We present the results of our study of moral preferences (N = 2769) with respect to three types of AVs: (1) selfish, which protects the lives of passenger(s) over any number of bystanders; (2) (...) altruistic, which minimizes the number of casualties, even if this leads to death of passenger(s); and (3) conservative, which abstains from interfering in such situations. We differentiate between scenarios in which participants are to make their decisions privately or publicly, and for themselves or for their offspring. We aim to answer two research questions: (1) whether the public visibility of the choice of an AV type choice make this choice more altruistic and (2) which type of situation makes it more difficult to choose altruistically: when choosing for society as a whole, when choosing only for oneself, or when choosing only for one’s offspring. Our results show that respondents exhibit a preference for an altruistic strategy for AVs and that it is reinforced when signaled to others. The altruistic preference is strongest when applies to everybody else, weaker when it reflects a solely personal choice, and weakest when choosing for one’s own child. We conclude that a public choice is considerably more likely to pressure consumers into accepting a more socially beneficial solution. (shrink)

Dilemma situations involving the choice of which human life to save in the case of unavoidable accidents are expected to arise only rarely in the context of autonomous vehicles. Nonetheless, the scientific community has devoted significant attention to finding appropriate and acceptable automated decisions in the event that AVs or drivers of AVs were indeed to face such situations. Awad and colleagues, in their now famous paper “The Moral Machine Experiment”, used a “multilingual online ‘serious game’ for collecting large-scale data (...) on how citizens would want AVs to solve moral dilemmas in the context of unavoidable accidents.” Awad and colleagues undoubtedly collected an impressive and philosophically useful data set of armchair intuitions. However, we argue that applying their findings to the development of “global, socially acceptable principles for machine learning” would violate basic tenets of human rights law and fundamental principles of human dignity. To make its arguments, our paper cites principles of tort law, relevant case law, provisions from the Universal Declaration of Human Rights, and rules from the German Ethics Code for Autonomous and Connected Driving. (shrink)

Crashes involving self-driving cars at least superficially resemble trolley dilemmas. This article discusses what lessons machine ethicists working on the ethics of self-driving cars can learn from trolleyology. The article proceeds by providing an account of the trolley problem as a paradox and by distinguishing two types of solutions to the trolley problem. According to an optimistic solution, our case intuitions about trolley dilemmas are responding to morally relevant differences. The pessimistic solution denies that this is the case. An optimistic (...) solution would yield first-order moral insights for the ethics of self-driving cars, but such a solution is difficult to come by. More plausible is the pessimistic solution, and it teaches us a methodological lesson. The lesson is that machine ethicists should discount case intuitions and instead rely on intuitions and judgments at a higher level of generality. (shrink)

The rapid advances in Artificial Intelligence and Robotics will have a profound impact on society as they will interfere with the people and their interactions. Intelligent autonomous robots, independent if they are humanoid/anthropomorphic or not, will have a physical presence, make autonomous decisions, and interact with all stakeholders in the society, in yet unforeseen manners. The symbiosis with such sophisticated robots may lead to a fundamental civilizational shift, with far-reaching effects as philosophical, legal, and societal questions on consciousness, citizenship, rights, (...) and legal entity of robots are raised. The aim of this work is to understand the broad scope of potential issues pertaining to law and society through the investigation of the interplay of law, robots, and society via different angles such as law, social, economic, gender, and ethical perspectives. The results make it evident that in an era of symbiosis with intelligent autonomous robots, the law systems, as well as society, are not prepared for their prevalence. Therefore, it is now the time to start a multi-disciplinary stakeholder discussion and derive the necessary policies, frameworks, and roadmaps for the most eminent issues. (shrink)

Trolley cases are widely considered central to the ethics of autonomous vehicles. We caution against this by identifying four problems. Trolley cases, given technical limitations, rest on assumptions that are in tension with one another. Furthermore, trolley cases illuminate only a limited range of ethical issues insofar as they cohere with a certain design framework. Furthermore, trolley cases seem to demand a moral answer when a political answer is called for. Finally, trolley cases might be epistemically problematic in several ways. (...) To put forward a positive proposal, we illustrate how ethical challenges arise from mundane driving situations. We argue that mundane situations are relevant because of the specificity they require and the scale they exhibit. We then illustrate some of the ethical challenges arising from optimizing for safety, balancing safety with other values such as mobility, and adjusting to incentives of legal frameworks. (shrink)

Much of the debate on the ethics of self-driving cars has revolved around trolley scenarios. This paper instead takes up the political or institutional question of who should decide how a self-driving car drives. Specifically, this paper is on the question of whether and why passengers should be able to control how their car drives. The paper reviews existing arguments—those for passenger ethics settings and for mandatory ethics settings respectively—and argues that they fail. Although the arguments are not successful, they (...) serve as the basis to formulate desiderata that any approach to regulating the driving behavior of self-driving cars ought to fulfill. The paper then proposes one way of designing passenger ethics settings that meets these desiderata. (shrink)

The prospective introduction of autonomous cars into public traffic raises the question of how such systems should behave when an accident is inevitable. Due to concerns with self-interest and liberal legitimacy that have become paramount in the emerging debate, a contractarian framework seems to provide a particularly attractive means of approaching this problem. We examine one such attempt, which derives a harm minimisation rule from the assumptions of rational self-interest and ignorance of one’s position in a future accident. We contend, (...) however, that both contractarian approaches and harm minimisation standards are flawed, due to a failure to account for the fundamental difference between those ‘involved’ and ‘uninvolved’ in an impending crash. Drawing from classical works on the trolley problem, we show how this notion can be substantiated by reference to either the distinction between negative and positive rights, or to differences in people’s claims. By supplementing harm minimisation with corresponding constraints, we can develop crash algorithms for autonomous cars which are both ethically adequate and promise to overcome certain significant practical barriers to implementation. (shrink)

I describe a suite of reinforcement learning environments in which artificial agents learn to value and respond to moral content and contexts. I illustrate the core principles of the framework by characterizing one such environment, or “gridworld,” in which an agent learns to trade-off between monetary profit and fair dealing, as applied in a standard behavioral economic paradigm. I then highlight the core technical and philosophical advantages of the learning approach for modeling moral cognition, and for addressing the so-called value (...) alignment problem in AI. (shrink)

In 2017, the German ethics commission for automated and connected driving released 20 ethical guidelines for autonomous vehicles. It is now up to the research and industrial sectors to enhance the development of autonomous vehicles based on such guidelines. In the current state of the art, we find studies on how ethical theories can be integrated. To the best of the authors’ knowledge, no framework for motion planning has yet been published which allows for the true implementation of any practical (...) ethical policies. This paper makes four contributions: Firstly, we briefly present the state of the art based on recent works concerning unavoidable accidents of autonomous vehicles (AVs) and identify further need for research. While most of the research focuses on decision strategies in moral dilemmas or crash optimization, we aim to develop an ethical trajectory planning for all situations on public roads. Secondly, we discuss several ethical theories and argue for the adoption of the theory “ethics of risk.” Thirdly, we propose a new framework for trajectory planning, with uncertainties and an assessment of risks. In this framework, we transform ethical specifications into mathematical equations and thus create the basis for the programming of an ethical trajectory. We present a risk cost function for trajectory planning that considers minimization of the overall risk, priority for the worst-off and equal treatment of people. Finally, we build a connection between the widely discussed trolley problem and our proposed framework. (shrink)

Consequential historical decisions that shaped transportation systems and their influence on society have many valuable lessons. The decisions we learn from and choose to make going forward will play a key role in shaping the mobility landscape of the future. This is especially pertinent as artificial intelligence (AI) becomes more prevalent in the form of autonomous vehicles (AVs). Throughout urban history, there have been cyclical transport oppressions of previous-generation transportation methods to make way for novel transport methods. These cyclical oppressions (...) can be identified in the baroque and modernist periods, and a third oppression may occur in the contemporary period. To explore the idea of a third oppression, we focus on the bicycle and outline the history of cycling to understand how historical mode oppression unfolded. We then present several social and political factors that contributed to the oppression of cycling and share recommendations for how to avoid future oppressions including political, social, and design actions for researchers and policymakers to take. This paper argues that priorities for AI-enabled mobility and cyclist needs be advanced in proportion to the extent that they contribute to societal goals of urban containment, public realm, and proximal cities. Additionally, future mobility evolutions should prioritise mobility justice and mode choice over inducing a singular transportation method. (shrink)

As robots and Artificial Intelligences become more enmeshed in rich social contexts, it seems inevitable that we will have to make them into moral machines equipped with moral skills. Apart from the technical difficulties of how we could achieve this goal, we can also ask the ethical question of whether we should seek to create such Artificial Moral Agents (AMAs). Recently, several papers have argued that we have strong reasons not to develop AMAs. In response, we develop a comprehensive analysis (...) of the relevant arguments for and against creating AMAs, and we argue that all things considered we have strong reasons to continue to responsibly develop AMAs. The key contributions of this paper are threefold. First, to provide the first comprehensive response to the important arguments made against AMAs by Wynsberghe and Robbins (in “Critiquing the Reasons for Making Artificial Moral Agents”, Science and Engineering Ethics 25, 2019) and to introduce several novel lines of argument in the process. Second, to collate and thematise for the first time the key arguments for and against AMAs in a single paper. Third, to recast the debate away from blanket arguments for or against AMAs in general, to a more nuanced discussion about the use of what sort of AMAs, in what sort of contexts, and for what sort of purposes is morally appropriate. (shrink)

Ethical thought experiments such as the trolley dilemma have been investigated extensively in the past, showing that humans act in utilitarian ways, trying to cause as little overall damage as possible. These trolley dilemmas have gained renewed attention over the past few years, especially due to the necessity of implementing moral decisions in autonomous driving vehicles. We conducted a set of experiments in which participants experienced modified trolley dilemmas as drivers in virtual reality environments. Participants had to make decisions between (...) driving in one of two lanes where different obstacles came into view. Eventually, the participants had to decide which of the objects they would crash into. Obstacles included a variety of human-like avatars of different ages and group sizes. Furthermore, the influence of sidewalks as potential safe harbors and a condition implicating self-sacrifice were tested. Results showed that participants, in general, decided in a utilitarian manner, sparing the highest number of avatars possible with a limited influence by the other variables. Derived from these findings, which are in line with the utilitarian approach in moral decision making, it will be argued for an obligatory ethics setting implemented in ADVs. (shrink)

Despite numerous ethical examinations of automated vehicles, philosophers have neglected to address how these technologies will affect vulnerable people. To account for this lacuna, researchers must analyze how driverless cars could hinder or help social justice. In addition to thinking through these aspects, scholars must also pay attention to the extensive moral dimensions of automated vehicles, including how they will affect the public, nonhumans, future generations, and culturally significant artifacts. If planners and engineers undertake this task, then they will have (...) to prioritize their efforts to avoid additional harm. The author shows how employing an approach called a “complex moral assessment” can help professionals implement these technologies into existing mobility systems in a just and moral fashion. (shrink)

In recent years, philosophical examinations of automated vehicles have progressed far beyond initial concerns over the ethical decisions that pertain to programming in the event of a crash. In turn, this paper moves in that direction, focusing on the motivations behind efforts to implement driverless vehicles into urban settings. The author argues that the many perceived benefits of these technologies yield a received view of automated vehicles. This position holds that driverless vehicles can solve most if not all urban mobility (...) issues. However, the problem with such an outlook is that it lends itself to transportation planning for automated vehicles, rather than using them as part of planning efforts that could serve urban mobility. Due to this condition, present efforts aimed at improving transportation systems should resist dogmatic thinking. Instead, they should focus on goals that keep topics such a human flourishing, sustainability, and transportation justice firmly in view. (shrink)

Questions of what a self-driving car ought to do if it encounters a situation analogous to the ‘trolley problem’ have dominated recent discussion of the ethics of self-driving cars. This paper argues that this interest is misplaced. If a trolley-style dilemma situation actually occurs, given the limits on what information will be available to the car, the dynamics of braking and tyre traction determine that, irrespective of outcome, it is always least risky for the car to brake in a straight (...) line rather than swerve. (shrink)

Accidents involving autonomous vehicles raise difficult ethical dilemmas and legal issues. It has been argued that self-driving cars should be programmed to kill, that is, they should be equipped with pre-programmed approaches to the choice of what lives to sacrifice when losses are inevitable. Here we shall explore a different approach, namely, giving the user/passenger the task of deciding what ethical approach should be taken by AVs in unavoidable accident scenarios. We thus assume that AVs are equipped with what we (...) call an “Ethical Knob”, a device enabling passengers to ethically customise their AVs, namely, to choose between different settings corresponding to different moral approaches or principles. Accordingly, AVs would be entrusted with implementing users’ ethical choices, while manufacturers/programmers would be tasked with enabling the user’s choice and ensuring implementation by the AV. (shrink)

This article puts forward solutions to some of the ethical and legal dilemmas posed in the current discussion on how to program crash algorithms in autonomous or self-driving cars. The first part of the paper defines the scope of the problem in the criminal legal field, and the next section gives a critical analysis of the proposal to always prioritise the interest of the occupant of the vehicle in situations with conflict of interests. The principle of minimizing social damage as (...) a model for configuring self-driving cars is examined in the third section. Despite its apparent plausibility, within the framework of a liberal legal system that recognises humans as free agents who have rights and responsibilities, maximizing the function of social utility does not justify harmful interference into a person’s legal sphere. Therefore, in the fourth part, the author argues the need to program the crash algorithms of autonomous cars based on a deontological understanding of the system of justifications in criminal law. The solution to the dilemma lies in a prior analysis of the legal positions of all agents involved in the conflict, from a perspective of the principles of autonomy and solidarity as the core of the system of justifications. (shrink)

One of the objectives in the field of artificial intelligence for some decades has been the development of artificial agents capable of coexisting in harmony with people and other systems. The computing research community has made efforts to design artificial agents capable of doing tasks the way people do, tasks requiring cognitive mechanisms such as planning, decision-making, and learning. The application domains of such software agents are evident nowadays. Humans are experiencing the inclusion of artificial agents in their environment as (...) unmanned vehicles, intelligent houses, and humanoid robots capable of caring for people. In this context, research in the field of machine ethics has become more than a hot topic. Machine ethics focuses on developing ethical mechanisms for artificial agents to be capable of engaging in moral behavior. However, there are still crucial challenges in the development of truly Artificial Moral Agents. This paper aims to show the current status of Artificial Moral Agents by analyzing models proposed over the past two decades. As a result of this review, a taxonomy to classify Artificial Moral Agents according to the strategies and criteria used to deal with ethical problems is proposed. The presented review aims to illustrate (1) the complexity of designing and developing ethical mechanisms for this type of agent, and (2) that there is a long way to go (from a technological perspective) before this type of artificial agent can replace human judgment in difficult, surprising or ambiguous moral situations. (shrink)

The literature on self-driving cars and ethics continues to grow. Yet much of it focuses on ethical complexities emerging from an individual vehicle. That is an important but insufficient step towards determining how the technology will impact human lives and society more generally. What must complement ongoing discussions is a broader, system level of analysis that engages with the interactions and effects that these cars will have on one another and on the socio-technical systems in which they are embedded. To (...) bring the conversation of self-driving cars to the system level, we make use of two traffic scenarios which highlight some of the complexities that designers, policymakers, and others should consider related to the technology. We then describe three approaches that could be used to address such complexities and their associated shortcomings. We conclude by bringing attention to the “Moral Responsibility for Computing Artifacts: The Rules”, a framework that can provide insight into how to approach ethical issues related to self-driving cars. (shrink)

The potential development of self-driving cars (also known as autonomous vehicles or AVs – particularly Level 5 AVs) has called the attention of different interested parties. Yet, there are still only a few relevant international regulations on them, no emergency patterns accepted by communities and Original Equipment Manufacturers (OEMs), and no publicly accepted solutions to some of their pending ethical problems. Thus, this paper aims to provide some possible answers to these moral and practical dilemmas. In particular, we focus on (...) what AVs should do in no-win scenarios and on who should be held responsible for these types of decisions. A naturalistic perspective on ethics informs our proposal, which, we argue, could represent a pragmatic and realistic solution to the regulation of AVs. We discuss the proposals already set out in the current literature regarding both policy-making strategies and theoretical accounts. In fact, we consider and reject descriptive approaches to the problem as well as the option of using either a strict deontological view or a solely utilitarian one to set AVs’ ethical choices. Instead, to provide concrete answers to AVs’ ethical problems, we examine three hierarchical levels of decision-making processes: country-wide regulations, OEM policies, and buyers’ moral attitudes. By appropriately distributing ethical decisions and considering their practical implications, we maintain that our proposal based on ethical naturalism recognizes the importance of all stakeholders and allows the most able of them to take actions (the OEMs and buyers) to reflect on the moral leeway and weight of their options. (shrink)

My starting point in this article is that investigating the ethics of autonomous vehicles through the lens of the trolley problem is not only limited but also unethical. I construct my case by aligning myself with Niklas Toivakainen, who argues against David Gunkel’s reading of Levinasian ethics as an answer to the “Machine Question”. I adumbrate Toivakainen’s critique that the attempt to give a Levinasian face to the machine is an example of a compensatory logic – a way to avoid (...) a deeper exploration of the moral dynamics from which our technologies emerge. I offer an extended reading of Levinas’s formulation of the face of the other to argue that while the machine cannot signify as a face, the machine can announce or anticipate the signification of the face which the self is infinitely responsible to. I reach this conclusion through focusing on the uncertainty and ambiguity of the signification of the face. I then argue that current approaches to the ethics of autonomous vehicles, based on variations of the trolley problem, fail to locate ethical responsibility to the other, precisely in its attempts to evade uncertainty. I demonstrate how an embrace of uncertainty can make the ethics of autonomous vehicles more ethical through a consideration of the concept of shared space and naked streets in the work of the late Dutch traffic engineer Hans Monderman. (shrink)

The ethics of emerging forms of artificial intelligence has become a prolific subject in both academic and public spheres. A great deal of these concerns flow from the need to ensure that these technologies do not cause harm—physical, emotional or otherwise—to the human agents with which they will interact. In the literature, this challenge has been met with the creation of artificial moral agents: embodied or virtual forms of artificial intelligence whose decision procedures are constrained by explicit normative principles, requiring (...) the implementation of what is commonly called artificial morality into these agents. To date, the types of reasoning structures and principles which inform artificial morality have been of two kinds: first, an ethically maximal vision of artificial morality which relies on the strict implementation of traditional moral theories such as Kantian deontology or Utilitarianism, and second, a more minimalist vision which applies stochastic AI techniques to large data sets of human moral preferences so as to illicit or intuit general principles and preferences for the design of artificial morality. Taken individually, each approach is unable to fully answer the challenge of producing inoffensive behavior in artificial moral agents, most especially since both forms are unable to strike a balance between the ideal set of constraints which morality imposes on one hand, and the types of constraints public acceptability imposes, on the other. We provide an alternative approach to the design of artificial morality, the Ethical Valence Theory, whose purpose is to accommodate this balance, and apply this approach to the case of autonomous vehicles. (shrink)

Autonomous vehicles (AVs) are expected to improve road traffic safety and save human lives. It is also expected that some AVs will encounter so-called dilemmatic situations, like choosing between saving two passengers by sacrificing one pedestrian or choosing between saving three pedestrians by sacrificing one passenger. These expectations fuel the extensive debate over the ethics settings of AVs: the way AVs should be programmed to act in dilemmatic situations and who should decide about the nature of this programming in the (...) first place. In the article, the ethics settings problem is analyzed as a trilemma between AVs with personal ethics setting (PES), AVs with mandatory ethics setting (MES) and AVs with no ethics settings (NES). It is argued that both PES and MES, by being programmed to choose one human life over the other, are bound to cause serious moral damage resulting from the violation of several principles central to deontology and utilitarianism. NES is defended as the only plausible solution to this trilemma, that is, as the solution that sufficiently minimizes the number of traffic fatalities without causing any comparable moral damage. (shrink)